roads

Financed by the mining boom, government spending on new infrastructure in Mongolia has increased 35-fold in the past 10 years. But you would not know this from driving the pot holed streets of Ulaanbaatar or inhaling the smog filled air of the city, particularly in the ger areas.

A new World Bank report I co-authored examines why this increased spending is not resulting in equivalent benefits for the citizens of Mongolia in terms of better roads, efficient and clean heating, and improved water and sanitation services.

It is Kiribati’s capital and main atoll, made up of several small islands connected by a string of causeways. The atoll is about three meters above sea level—roughly the height of a bus—and has an average width of just 450 meters.

It is also one of the most densely populated places in the Pacific: this narrow stretch of land encompasses about half of the country’s population of 110,000 people.

Just one road runs through it all, connecting Betio in the west to Bonriki in the east. People live beside it, it takes people from village to village, to schools and hospitals, people sell their goods by the roadside, and the flow of vehicles and people is constant.

Roads are not sexy. You don’t see glossy ads pleading for people to sponsor a road. You don’t see the construction of a road moving global audiences to tears. There are no celebrities, concerts, wrist-bands for the road. I guess that is because for most people in the developed world, we take roads for granted.

Recently I spent some time around Kerema, which although only 350 km from the country’s capital, feels as one of the most remote and cut-off places in Papua New Guinea. Kerema is the Gulf’s provincial capital and, with its surrounding villages, it has been cut-off from the rest of the country due to a mere 67 km of mostly un-passable road. Under the Roads Maintenance and Rehabilitation Project, the World Bank has been supporting the Government of Papua New Guinea to restore the road. Today, the Bank’s Board of Executive Directors approved the second phase of this project, which will see the rest of the road restored and paved to a proper national standard.

The Xe Bang Fai river in Laos started to break its banks over the last two weeks in some areas, causing testing to stop for the Nam Theun 2 project.

The rainy season in Laos is well advanced now, and the Province of Khammouane, where most of the Nam Theun 2 Hydroelectric Project (NT2) is located, has been hard hit over the last two weeks. Just over a week ago there was 225mm of rain over central Khammouane in one night, leading to floods in several places around the province – including the provincial capital of Thakek. Apparently there were places in Thakek up to a meter deep in water for a while: a combination of heavy rain and blocked drains, according to a local official. Those of us who were in Lao’s capital Vientiane during last year’s floods will vividly remember this.

As a result of this heavy rain, the Xe Bang Fai River, which drains a significant part of Khammouane, started to break its banks over the last week in some areas. The Xe Bang Fai is very significant to the NT2 as it is the river that will receive the water discharged from the hydropower facility when it is operating. The incremental impacts of NT2 water on the regular flood cycle of the Xe Bang Fai river has always been a concern for the project, and was studied extensively.

Imagine how the new Indonesia would prosper if everyone had affordable health insurance, every child completed secondary education and highways were in place connecting Indonesia’s three biggest cities: Jakarta, Surabaya and Medan.